WO2016092772A1

WO2016092772A1 - Variable valve timing control device for internal combustion engine

Info

Publication number: WO2016092772A1
Application number: PCT/JP2015/005964
Authority: WO
Inventors: 幸敏信田; 晴行漆畑
Original assignee: 株式会社デンソー
Priority date: 2014-12-08
Filing date: 2015-12-01
Publication date: 2016-06-16
Also published as: JP6337759B2; JP2016109068A

Abstract

A variable valve timing control device for an internal combustion engine (11) equipped with a variable valve timing device (18) that changes the valve timing by changing the rotational phase of a camshaft (16) with respect to a crankshaft (12), a crank angle sensor (21) that outputs a crank angle signal in synchronization with the rotation of the crankshaft (12), and a cam angle sensor (19) that outputs a cam angle signal in synchronization with the rotation of the camshaft (16), wherein the variable valve timing control device is equipped with a phase calculation unit (30) that calculates the rotational phase on the basis of the cam angle signal and the crank angle signals during the period in which the rotation of the internal combustion engine (11) is stopping. Depending on whether the internal combustion engine (11) is undergoing forward rotation or reverse rotation, the phase calculation unit (30) switches the crank angle signal used in calculating the rotational phase to the crank angle signal for the crank angle position on the mutually opposite side with respect to the input timing of a prescribed cam angle signal used in calculating the rotational phase.

Description

Variable valve timing control device for internal combustion engine

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2014-248484 filed on Dec. 8, 2014, the contents of which are incorporated herein by reference.

The present disclosure relates to a variable valve timing control device for an internal combustion engine.

In an internal combustion engine mounted on a vehicle, the valve timing of an intake valve or an exhaust valve is changed by changing the rotation phase (VCT phase) of the camshaft with respect to the crankshaft of the internal combustion engine for the purpose of improving output, reducing fuel consumption, and reducing emissions. Some are equipped with a variable valve timing device that changes (open / close timing).

For example, Patent Document 1 discloses a system including a variable valve timing device. In this system, the actual VCT phase is calculated based on the crank angle signal output from the crank angle sensor in synchronization with the rotation of the crankshaft and the cam angle signal output from the cam angle sensor in synchronization with the rotation of the camshaft. Then, the variable valve timing device is controlled so that the actual VCT phase (actual valve timing) matches the target VCT phase (target valve timing).

JP 2009-138610 A

In recent years, with the electrification of the variable valve timing device, it has become necessary to perform VCT phase control (valve timing control) even during the stop of the internal combustion engine (the period during which the rotation of the internal combustion engine stops). It is coming.

However, the internal combustion engine may reversely rotate without exceeding the compression top dead center just before the rotation stops. At the time of reverse rotation, the generation order of the cam angle signal and the crank angle signal is reversed from that at the time of forward rotation. For this reason, even if an attempt is made to calculate the actual VCT phase in the same way as during the operation of the internal combustion engine while the internal combustion engine is stopped, if the reverse rotation occurs, the actual VCT phase cannot be calculated accurately, and the VCT phase cannot be accurately calculated. It becomes difficult to control well. In addition, Patent Document 1 does not disclose a technique for calculating an actual VCT phase while the internal combustion engine is stopped.

According to the present disclosure, the actual VCT phase can be accurately calculated even if reverse rotation occurs during the stop of the internal combustion engine, and the control accuracy of the VCT phase during the stop of the internal combustion engine can be ensured. An object is to provide a valve timing control device.

In one aspect of the present disclosure, a variable valve timing device that changes a valve timing by changing a VCT phase that is a rotation phase of a camshaft with respect to a crankshaft, and a crank angle that outputs a crank angle signal in synchronization with the rotation of the crankshaft A variable valve timing control device for an internal combustion engine that includes a sensor and a cam angle sensor that outputs a cam angle signal in synchronization with the rotation of the camshaft. A phase calculation unit for calculating an actual VCT phase based on the angle signal is provided. The phase calculation unit is configured so that the crank angle signal used for calculating the actual VCT phase is opposite to the input timing of the specific cam angle signal used for calculating the actual VCT phase when the internal combustion engine is rotating forward and backward. Switch to the crank angle signal at the crank angle position.

In this way, the crank angle signal used for the calculation of the actual VCT phase is corresponding to the fact that the generation order of the cam angle signal and the crank angle signal is reversed when the internal combustion engine rotates reversely. It is possible to switch to a crank angle signal at a crank angle position on the opposite side to the forward rotation with respect to the input timing of a specific cam angle signal used for calculating the VCT phase. As a result, even if reverse rotation occurs during the stoppage of the internal combustion engine (period in which the rotation of the internal combustion engine stops), the generation order of the cam angle signal and the crank angle signal used for calculating the actual VCT phase is set to the normal rotation time. Thus, the actual VCT phase can be calculated with high accuracy and the control accuracy of the VCT phase during the stoppage of the internal combustion engine can be ensured.

The above and other objects, features, and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings.
FIG. 1 is a diagram illustrating a schematic configuration of a valve timing control system according to the first embodiment. FIG. 2 is a schematic configuration diagram of the variable valve timing device and its peripheral part. FIG. 3 is a diagram for explaining a method of calculating the VCT phase during forward rotation and reverse rotation of the engine according to the first embodiment. FIG. 4 is a flowchart showing the flow of processing of the VCT phase calculation routine of the first embodiment. FIG. 5 is a diagram for explaining a method of calculating the VCT phase during forward and reverse rotation of the engine according to the second embodiment. FIG. 6 is a flowchart showing the flow of processing of the VCT phase calculation routine of the second embodiment. FIG. 7 is a diagram for explaining a method of calculating the VCT phase during forward rotation and reverse rotation of the engine according to the third embodiment. FIG. 8 is a flowchart showing the flow of processing of the VCT phase calculation routine of the third embodiment. FIG. 9 is a diagram for explaining a method of calculating the VCT phase at the time of forward rotation and reverse rotation of the engine according to the fourth embodiment. FIG. 10 is a flowchart illustrating a process flow of the VCT phase calculation routine according to the fourth embodiment.

(Example 1)
A first embodiment will be described with reference to FIGS. First, a schematic configuration of the entire system will be described with reference to FIGS. 1 and 2. As shown in FIG. 1, in an engine 11 that is an internal combustion engine, the power from a crankshaft 12 is supplied to an intake side camshaft 16 and an exhaust side camshaft 17 via

sprockets

14 and 15 by a timing chain 13 (or timing belt). To be transmitted to. The intake side camshaft 16 is provided with an electric variable valve timing device 18. The variable valve timing device 18 changes the rotational phase of the intake side camshaft 16 with respect to the crankshaft 12 (hereinafter referred to as “VCT phase”), whereby an intake valve (not shown) that is driven to open and close by the intake side camshaft 16. ) Valve timing (opening / closing timing) is changed.

As shown in FIGS. 1 and 2, a cam angle sensor 19 that outputs a cam angle signal for each predetermined cam angle in synchronization with the rotation of the intake side cam shaft 16 is provided on the outer peripheral side of the intake side cam shaft 16. Is attached. On the other hand, a crank angle sensor 21 that outputs a crank angle signal at every predetermined crank angle in synchronization with the rotation of the crankshaft 12 is attached to the outer peripheral side of the crankshaft 12. The crank angle sensor 21 is a crank angle sensor with a reverse rotation detection function that outputs different crank angle signals (for example, crank angle signals having different pulse widths) when the crankshaft 12 rotates forward and backward.

As shown in FIG. 2, the variable valve timing device 18 uses a motor 22 (for example, a brush motor) as a driving source to change the VCT phase (the rotational phase of the intake camshaft 16 with respect to the crankshaft 12) to change the valve timing. It is configured to change.

The outputs of the various sensors described above are input to an electronic control unit (hereinafter referred to as “ECU”) 30. The ECU 30 is mainly composed of a microcomputer, and executes various engine control programs stored in a built-in ROM (storage medium), so that the fuel injection amount and the ignition timing are determined according to the engine operating state. The throttle opening (intake air amount) and the like are controlled.

The ECU 30 calculates the target VCT phase based on the engine operating state and the like, calculates the actual VCT phase based on the crank angle signal and the cam angle signal, and sets the actual VCT phase (actual valve timing) to the target VCT phase ( VCT phase control for feedback control of the motor 22 of the variable valve timing device 18 is performed so as to match the target valve timing.

By the way, in recent years, with the electrification of the variable valve timing device 18, it is required to perform VCT phase control (valve timing control) even while the engine 11 is stopped (a period during which the rotation of the engine 11 stops). It has become like this. However, the engine 11 may reversely rotate without exceeding the compression top dead center just before the rotation stops. At the time of reverse rotation, the generation order of the cam angle signal and the crank angle signal is reversed from that at the time of normal rotation. For this reason, even if an attempt is made to calculate the actual VCT phase in the same way as during operation of the engine 11 while the engine 11 is stopped, if the reverse rotation occurs, the actual VCT phase cannot be accurately calculated, and the VCT phase is accurately determined. It becomes difficult to control well.

Therefore, in the first embodiment, the actual VCT phase is calculated based on the cam angle signal and the crank angle signal while the engine 11 is stopped by executing the VCT phase calculation routine of FIG. At this time, the crank angle signal used for calculating the actual VCT phase during the forward rotation and the reverse rotation of the engine 11 is changed to a crank that is opposite to the input timing of the specific cam angle signal used for calculating the actual VCT phase. The crank angle signal at the angular position (crank timing) is switched.

Specifically, as shown in FIG. 3A, during forward rotation of the engine 11, the crank angle position A (crank counter = A) on the advance side (crank counter increase side) after the input of a specific cam angle signal. The actual VCT phase is calculated based on the phase difference between the specific cam angle signal and the crank angle signal at the crank angle position A on the advance side.

On the other hand, as shown in FIG. 3B, during reverse rotation of the engine 11, the crank angle position B (crank counter = B) on the retard side (crank counter decreasing side) after the input of a specific cam angle signal. The actual VCT phase is calculated based on the phase difference between the specific cam angle signal and the crank angle signal at the crank angle position B on the retard side.

In this way, when the engine 11 rotates in reverse, the crank angle signal used to calculate the actual VCT phase corresponds to the fact that the generation order of the cam angle signal and crank angle signal is reversed from that in the normal rotation. It is possible to switch to a crank angle signal at a crank angle position on the opposite side to the forward rotation with respect to the input timing of a specific cam angle signal used for calculating the VCT phase. As a result, even if reverse rotation occurs while the engine 11 is stopped, the generation order of the cam angle signal and crank angle signal used to calculate the actual VCT phase is set to the same order as in the normal rotation, and the actual VCT phase is set. Can be calculated with high accuracy.

Hereinafter, the processing content of the VCT phase calculation routine of FIG. 4 executed by the ECU 30 in the first embodiment will be described.

The VCT phase calculation routine shown in FIG. 4 is repeatedly executed at a predetermined cycle during the power-on period of the ECU 30, and corresponds to a phase calculation unit.

When this routine is started, first, at step 101, it is determined whether or not the engine 11 is being stopped (the period during which the rotation of the engine 11 stops), for example, whether or not the combustion of the engine 11 has stopped. If it is determined by this, and it is determined that the engine 11 is not in the middle of stopping, this routine is terminated without executing the processing from step 102 onward.

On the other hand, if it is determined in step 101 that the engine 11 is being stopped, the process proceeds to step 102, where it is determined whether the engine 11 is rotating forward based on the crank angle signal of the crank angle sensor 21. .

If it is determined in step 102 that the engine 11 is rotating forward, the process proceeds to step 103, where it is determined whether or not a specific cam angle signal is input, and if a specific cam angle signal is not input. If it is determined, this routine is terminated.

Thereafter, if it is determined in step 103 that a specific cam angle signal has been input, the process proceeds to step 104, where the crank angle position A has been advanced from the input timing of the specific cam angle signal ( It is determined whether or not the crank counter = A). If it is determined that the crank angle position A on the advance side has not been reached, this routine is terminated.

Thereafter, when it is determined in step 104 that the crank angle position A on the advance side has been reached (that is, the input timing of the crank angle signal of the crank angle position A on the advance side), the process proceeds to step 105, where The actual VCT phase is calculated based on the phase difference between the cam angle signal and the crank angle signal at the crank angle position A on the advance side.

On the other hand, if it is determined in step 102 that the engine 11 is not rotating forward (that is, the engine 11 is rotating backward), the routine proceeds to step 106, where a specific cam angle signal is input. If it is determined that a specific cam angle signal has not been input, this routine ends.

Thereafter, when it is determined in step 106 that a specific cam angle signal has been input, the routine proceeds to step 107, where it has reached the crank angle position B that is retarded from the input timing of the specific cam angle signal ( It is determined whether or not crank counter = B), and if it is determined that the crank angle position B on the retard side has not been reached, this routine is terminated.

After that, when it is determined in step 107 that the retarded crank angle position B has been reached (that is, the input timing of the crank angle signal at the retarded crank angle position B), the process proceeds to step 108 and a specific The actual VCT phase is calculated based on the phase difference between the cam angle signal and the crank angle signal at the retarded crank angle position B.

In the first embodiment described above, the actual VCT phase is calculated based on the cam angle signal and the crank angle signal while the engine 11 is stopped (during the process in which the rotation of the engine 11 stops). At that time, during the forward rotation of the engine 11, the specific cam angle signal and the crank angle position A on the advance side are inputted at the input timing of the crank angle signal on the advance crank angle position A after the input of the specific cam angle signal. The actual VCT phase is calculated based on the phase difference from the crank angle signal. On the other hand, at the time of reverse rotation of the engine 11, at the input timing of the crank angle signal at the retarded crank angle position B after the input of the specified cam angle signal, the specific cam angle signal and the retarded crank angle position B The actual VCT phase is calculated based on the phase difference from the crank angle signal.

In this way, in both the forward rotation and the reverse rotation of the engine 11, the specific cam angle signal and the specific cam angle signal are input at the input timing of the crank angle signal after the specific cam angle signal is input. The actual VCT phase can be accurately calculated based on the phase difference from the crank angle signal after the cam angle signal is input. Thereby, even if reverse rotation occurs during the stop of the engine 11, the actual VCT phase can be calculated with high accuracy, and the control accuracy of the VCT phase during the stop of the engine 11 can be ensured.
(Example 2)
A second embodiment will be described with reference to FIGS. However, description of substantially the same parts as those in the first embodiment will be omitted or simplified, and different parts from the first embodiment will be mainly described.

In the second embodiment, the ECU 30 executes a VCT phase calculation routine shown in FIG. 6 to be described later, so that the actual VCT phase is calculated as follows based on the cam angle signal and the crank angle signal while the engine 11 is stopped. To do.

As shown in FIG. 5A, at the time of forward rotation of the engine 11, the crank angle position C (crank counter = C) on the retarded side before the input of the specific cam angle signal at the input timing of the specific cam angle signal. The actual VCT phase is calculated based on the phase difference between the crank angle signal and the specific cam angle signal.

On the other hand, as shown in FIG. 5B, when the engine 11 rotates in reverse, at the input timing of a specific cam angle signal, the crank angle position D (crank counter) on the advance side before the input of this specific cam angle signal is reached. The actual VCT phase is calculated on the basis of the phase difference between the crank angle signal at the position (= D) and the specific cam angle signal.

Hereinafter, processing contents of the VCT phase calculation routine of FIG. 6 executed by the ECU 30 in the second embodiment will be described.

In the VCT phase calculation routine shown in FIG. 6, first, in step 201, it is determined whether or not the engine 11 is in the middle of stopping. If it is determined that the engine 11 is not in the middle of stopping, the processing in and after step 202 is performed. This routine is terminated without executing.

On the other hand, if it is determined in step 201 that the engine 11 is being stopped, the process proceeds to step 202, where it is determined whether or not the engine 11 is rotating forward based on the crank angle signal.

If it is determined in this step 202 that the engine 11 is rotating forward, the routine proceeds to step 203, where the crank angle position C that has been retarded from the input timing of the specific cam angle signal has been reached (crank counter = C ), And if it is determined that the crank angle position C on the retard side has not been reached, this routine is terminated.

Thereafter, if it is determined in step 203 that the crank angle position C on the retard side has been reached, the process proceeds to step 204, where it is determined whether a specific cam angle signal has been input, and a specific cam angle is determined. If it is determined that no signal is input, this routine ends.

Thereafter, when it is determined in step 204 that a specific cam angle signal is input (that is, the input timing of the specific cam angle signal), the process proceeds to step 205 and the crank angle signal of the crank angle position C on the retarded side is reached. The actual VCT phase is calculated based on the phase difference between the specific cam angle signal and the specific cam angle signal.

On the other hand, if it is determined in step 202 that the engine 11 is not rotating forward (that is, the engine 11 is rotating in reverse), the process proceeds to step 206, and the input timing of a specific cam angle signal is exceeded. It is determined whether or not the crank angle position D on the advance side has been reached (crank counter = D). If it is determined that the crank angle position D on the advance side has not been reached, this routine is terminated. .

Thereafter, if it is determined in step 206 that the crank angle position D on the advance side has been reached, the process proceeds to step 207, where it is determined whether a specific cam angle signal has been input, and a specific cam angle is determined. If it is determined that no signal is input, this routine ends.

Thereafter, when it is determined in step 207 that the specific cam angle signal is input (that is, the input timing of the specific cam angle signal), the process proceeds to step 208 and the crank angle signal of the crank angle position D on the advance side is reached. The actual VCT phase is calculated based on the phase difference between the specific cam angle signal and the specific cam angle signal.

In the second embodiment described above, when the engine 11 is rotating forward, at the input timing of the specific cam angle signal, the crank angle signal of the crank angle position C on the retard side before the input of the specific cam angle signal is specified. The actual VCT phase is calculated based on the phase difference from the cam angle signal. On the other hand, at the time of reverse rotation of the engine 11, at the input timing of the specific cam angle signal, the position of the crank angle signal at the crank angle position D on the advance side before the input of the specific cam angle signal and the specific cam angle signal. An actual VCT phase is calculated based on the phase difference. In this way, in both the forward rotation and the reverse rotation of the engine 11, the specific cam angle signal and the input timing before the specific cam angle signal are input at the input timing of the specific cam angle signal. The actual VCT phase can be accurately calculated based on the phase difference from the crank angle signal. Thereby, the same effect as the said Example 1 can be acquired.
(Example 3)
Embodiment 3 will be described with reference to FIGS. However, description of substantially the same parts as those in the first embodiment will be omitted or simplified, and different parts from the first embodiment will be mainly described.

The system provided with the variable valve timing device 18 has a characteristic that the VCT phase fluctuates due to the fluctuation of the cam torque acting on the cam shaft 16. In consideration of such characteristics, in the third embodiment, as shown in FIG. 7A, the cam angle sensor 19 has a timing (for example, with respect to the fluctuation center) at which the fluctuation of the VCT phase becomes small when the engine 11 rotates forward. The cam angle signal is set to rise at the timing when the absolute value of the fluctuation amount is minimized. That is, teeth are provided on the outer periphery of the cam rotor 31 (see FIG. 2) so that the cam angle signal of the cam angle sensor 19 rises at the timing when the fluctuation of the VCT phase becomes small.

Incidentally, as shown in FIG. 7, in the system that detects the rising timing and the falling timing of the cam angle signal separately, the rising timing and the falling timing of the cam angle signal are reversed between the forward rotation and the reverse rotation of the engine 11. become. Therefore, if the cam angle signal rising timing is the cam angle signal input timing regardless of whether the rotation is forward or reverse, the cam angle signal input timing during reverse rotation is equal to the cam angle signal input timing during forward rotation (VCT). The timing of the actual VCT phase during the stoppage of the engine 11 may be reduced.

Therefore, in the third embodiment, when the actual VCT phase is calculated while the engine 11 is stopped by executing the VCT phase calculation routine of FIG. 8 described later by the ECU 30, the input timing of the cam angle signal is as follows. To set.

As shown in FIG. 7A, when the engine 11 is rotating forward, the rising timing of the cam angle signal is set as the input timing of the cam angle signal. On the other hand, as shown in FIG. 7B, when the engine 11 rotates in reverse, the falling timing of the cam angle signal is set as the input timing of the cam angle signal.

Hereinafter, processing contents of the VCT phase calculation routine of FIG. 8 executed by the ECU 30 in the third embodiment will be described.

In the VCT phase calculation routine shown in FIG. 8, first, at step 301, it is determined whether or not the engine 11 is being stopped. If it is determined that the engine 11 is not being stopped, the processing after step 302 is performed. This routine is terminated without executing.

On the other hand, if it is determined in step 301 that the engine 11 is being stopped, the process proceeds to step 302, where it is determined whether the engine 11 is rotating forward based on the crank angle signal.

If it is determined in step 302 that the engine 11 is rotating forward, the process proceeds to step 303, where it is determined whether or not it is the rising timing of the cam angle signal, and it is determined that it is not the rising timing of the cam angle signal. If this is the case, this routine ends.

Thereafter, when it is determined in step 303 that the cam angle signal rises, it is determined that the cam angle signal is input (timing at which the variation in the VCT phase is small), and the process proceeds to step 304 where the crank angle signal and Based on the phase difference from the cam angle signal, the actual VCT phase when the fluctuation is small is calculated. In this case, for example, the actual VCT phase when the fluctuation is small based on the phase difference between the crank angle signal input timing at the retarded crank angle position before the cam angle signal input and the cam angle signal input timing (rise timing). Is calculated.

On the other hand, if it is determined in step 302 that the engine 11 is not rotating forward (that is, the engine 11 is rotating backward), the routine proceeds to step 305, where is the falling timing of the cam angle signal? This routine is finished when it is determined whether or not it is not the falling timing of the cam angle signal.

Thereafter, when it is determined in step 305 that the cam angle signal falls, the cam angle signal input timing (timing at which the variation in the VCT phase becomes small) is determined. The actual VCT phase when the fluctuation is small is calculated based on the phase difference between the cam angle signal and the cam angle signal. In this case, for example, the actual VCT when the fluctuation is small based on the phase difference between the crank angle signal input timing at the advanced crank angle position before the cam angle signal input and the cam angle signal input timing (falling timing). Calculate the phase.

In the third embodiment described above, the cam angle signal rise timing is used as the cam angle signal input timing when the engine 11 is rotating forward, and the cam angle signal fall timing is used as the cam angle signal when the engine 11 is rotating backward. The actual VCT phase is calculated as the input timing. In this way, in a system that detects the rising timing and falling timing of the cam angle signal separately, the input timing of the cam angle signal at the time of reverse rotation is changed to the input timing of the cam angle signal at the time of forward rotation (VCT phase fluctuation). The timing at which the actual VCT phase is calculated during the stop of the engine 11 can be improved.

In the third embodiment, the cam angle signal is set to rise at the timing when the fluctuation of the VCT phase becomes small during the forward rotation of the engine 11, but the present invention is not limited to this, and the fluctuation of the VCT phase when the engine 11 rotates forward. The cam angle signal may be set to fall at a timing when becomes smaller. In this case, the falling timing of the cam angle signal is the input timing of the cam angle signal when the engine 11 is rotating forward, and the rising timing of the cam angle signal is the input timing of the cam angle signal when the engine 11 is rotating backward.
Example 4
Embodiment 4 will be described with reference to FIGS. 9 and 10. However, description of substantially the same parts as those in the first embodiment will be omitted or simplified, and different parts from the first embodiment will be mainly described.

In the fourth embodiment, as shown in FIG. 9A, the cam angle sensor 19 rises at a timing when the fluctuation of the VCT phase becomes small and the fluctuation of the VCT phase becomes large when the engine 11 rotates forward. The cam angle signal is set to fall at a certain timing (for example, a timing at which the absolute value of the fluctuation amount with respect to the fluctuation center becomes maximum). In other words, the cam rotor 31 (FIG. 2) is configured so that the cam angle signal of the cam angle sensor 19 rises at the timing when the fluctuation of the VCT phase becomes small and the cam angle signal of the cam angle sensor 19 falls at the timing when the fluctuation of the VCT phase becomes large. Teeth) are provided on the outer periphery of the reference. Therefore, as shown in FIG. 9B, when the engine 11 rotates in the reverse direction, the cam angle sensor 19 falls at the timing when the cam angle signal falls at the timing when the variation in the VCT phase becomes small and the variation at the VCT phase becomes large. The cam angle signal will rise.

Further, in the fourth embodiment, the ECU 30 executes a VCT phase calculation routine of FIG. 10 to be described later, so that the actual VCT phase and the amplitude (variation) of the actual VCT phase are as follows while the engine 11 is stopped. calculate.

As shown in FIG. 9A, at the time of forward rotation of the engine 11, the cam angle signal rises (that is, the timing at which the fluctuation of the VCT phase becomes small) based on the phase difference between the cam angle signal and the crank angle signal. The actual VCT phase when the fluctuation is small is calculated. Further, at the falling timing of the cam angle signal (that is, the timing at which the variation of the VCT phase becomes large), the actual VCT phase at the time of large variation is calculated based on the phase difference between the cam angle signal and the crank angle signal. The difference between the actual VCT phase at the time and the actual VCT phase when the fluctuation is small is calculated as the amplitude of the actual VCT phase.

On the other hand, as shown in FIG. 9B, during the reverse rotation of the engine 11, the phase difference between the cam angle signal and the crank angle signal at the falling timing of the cam angle signal (that is, the timing at which the fluctuation of the VCT phase becomes small). Based on the above, the actual VCT phase when the fluctuation is small is calculated. Further, at the rising timing of the cam angle signal (that is, the timing at which the variation of the VCT phase becomes large), the actual VCT phase at the time of large variation is calculated based on the phase difference between the cam angle signal and the crank angle signal. The difference between the actual VCT phase and the actual VCT phase when the fluctuation is small is calculated as the amplitude of the actual VCT phase.

Hereinafter, the processing content of the VCT phase calculation routine of FIG. 10 executed by the ECU 30 in the fourth embodiment will be described.

In the VCT phase calculation routine shown in FIG. 10, first, at step 401, it is determined whether or not the engine 11 is in the middle of stopping. This routine is terminated without executing.

On the other hand, if it is determined in step 401 that the engine 11 is being stopped, the process proceeds to step 402, where it is determined whether the engine 11 is rotating forward based on the crank angle signal.

If it is determined in step 402 that the engine 11 is rotating forward, the process proceeds to step 403, where it is determined whether it is the rising timing of the cam angle signal, and it is determined that it is not the rising timing of the cam angle signal. If YES in step 405, the flow advances to step 405 to determine whether it is the falling timing of the cam angle signal.

If it is determined in step 403 that it is not the rising timing of the cam angle signal, and if it is determined in step 405 that it is not the falling timing of the cam angle signal, this routine is terminated.

Thereafter, when it is determined in step 403 that the cam angle signal rises, the cam angle signal is determined to be the first input timing (timing at which the variation in the VCT phase becomes small), and the process proceeds to step 404. Based on the phase difference between the angle signal and the cam angle signal, the actual VCT phase when the fluctuation is small is calculated. In this case, for example, when the fluctuation is small based on the phase difference between the crank angle signal input timing at the retarded crank angle position before the cam angle signal input and the first input timing (rise timing) of the cam angle signal. The actual VCT phase is calculated.

After that, when it is determined in step 405 as the falling timing of the cam angle signal, it is determined as the second input timing of the cam angle signal (timing at which the variation of the VCT phase increases), and the process proceeds to step 406. Based on the phase difference between the crank angle signal and the cam angle signal, the actual VCT phase when the fluctuation is large is calculated. In this case, for example, the fluctuation is large based on the phase difference between the input timing of the crank angle signal at the retarded crank angle position before the input of the cam angle signal and the second input timing (falling timing) of the cam angle signal. The actual VCT phase at the time is calculated.

Thereafter, the process proceeds to step 407, and the difference between the actual VCT phase when the fluctuation is large and the actual VCT phase when the fluctuation is small is calculated as the amplitude of the actual VCT phase.

On the other hand, if it is determined in step 402 that the engine 11 is not rotating forward (that is, the engine 11 is rotating backward), the routine proceeds to step 408, where is the timing of falling of the cam angle signal? If it is determined that it is not the falling timing of the cam angle signal, the process proceeds to step 410 to determine whether it is the rising timing of the cam angle signal.

If it is determined in step 408 that it is not the falling timing of the cam angle signal, and if it is determined in step 410 that it is not the rising timing of the cam angle signal, this routine is terminated.

After that, when it is determined in step 408 that the cam angle signal falls, it is determined as the first input timing of the cam angle signal (timing at which the variation of the VCT phase becomes small), and the process proceeds to step 409. Based on the phase difference between the crank angle signal and the cam angle signal, the actual VCT phase when the fluctuation is small is calculated. In this case, for example, when the variation is small based on the phase difference between the crank angle signal input timing at the advanced crank angle position before the cam angle signal is input and the first input timing (falling timing) of the cam angle signal. The actual VCT phase is calculated.

Thereafter, when it is determined in step 410 that the cam angle signal rises, the cam angle signal is determined as the second input timing (timing at which the VCT phase fluctuation increases), and the process proceeds to step 411. Based on the phase difference between the angle signal and the cam angle signal, the actual VCT phase when the fluctuation is large is calculated. In this case, for example, when there is a large fluctuation based on the phase difference between the crank angle signal input timing at the advanced crank angle position before the cam angle signal input and the second input timing (rise timing) of the cam angle signal. The actual VCT phase is calculated.

Thereafter, the process proceeds to step 412, and the difference between the actual VCT phase when the fluctuation is large and the actual VCT phase when the fluctuation is small is calculated as the amplitude of the actual VCT phase.

In the fourth embodiment described above, during the normal rotation of the engine 11, the actual VCT phase when the fluctuation is small is calculated at the rising timing of the cam angle signal (that is, the timing when the fluctuation of the VCT phase becomes small). Further, the actual VCT phase when the fluctuation is large is calculated at the falling timing of the cam angle signal (that is, the timing when the fluctuation of the VCT phase becomes large), and the difference between the actual VCT phase when the fluctuation is large and the actual VCT phase when the fluctuation is small. Is calculated as the amplitude of the actual VCT phase.

On the other hand, during the reverse rotation of the engine 11, the actual VCT phase when the fluctuation is small is calculated at the falling timing of the cam angle signal (that is, the timing when the fluctuation of the VCT phase becomes small). Furthermore, the actual VCT phase when the fluctuation is large is calculated at the rising timing of the cam angle signal (that is, the timing when the fluctuation of the VCT phase becomes large), and the difference between the actual VCT phase when the fluctuation is large and the actual VCT phase when the fluctuation is small is calculated. Calculated as the amplitude of the actual VCT phase.

In this way, the amplitude of the actual VCT phase can be accurately calculated both when the engine 11 is rotating forward and when it is rotating backward.

In the fourth embodiment, when the engine 11 is rotating forward, the cam angle signal rises when the VCT phase fluctuation becomes small, and the cam angle signal falls when the VCT phase fluctuation becomes large. Yes. However, on the contrary, during the forward rotation of the engine 11, the cam angle signal falls when the VCT phase fluctuation becomes small and the cam angle signal rises when the VCT phase fluctuation becomes large. Also good.

In this case, during the normal rotation of the engine 11, the actual VCT phase when the fluctuation is small is calculated at the falling timing of the cam angle signal (that is, the timing when the fluctuation of the VCT phase becomes small). Furthermore, the actual VCT phase when the fluctuation is large is calculated at the rising timing of the cam angle signal (that is, the timing when the fluctuation of the VCT phase becomes large), and the difference between the actual VCT phase when the fluctuation is large and the actual VCT phase when the fluctuation is small is calculated. Calculated as the amplitude of the actual VCT phase.

On the other hand, during the reverse rotation of the engine 11, the actual VCT phase when the fluctuation is small is calculated at the rising timing of the cam angle signal (that is, the timing when the fluctuation of the VCT phase becomes small). Further, the actual VCT phase when the fluctuation is large is calculated at the falling timing of the cam angle signal (that is, the timing when the fluctuation of the VCT phase becomes large), and the difference between the actual VCT phase when the fluctuation is large and the actual VCT phase when the fluctuation is small. Is calculated as the amplitude of the actual VCT phase.

In the first to fourth embodiments, the present disclosure is applied to the variable valve timing device for the intake valve. However, the present disclosure is not limited to this, and the present disclosure may be applied to the variable valve timing device for the exhaust valve.

Further, the present disclosure is not limited to the electric variable valve timing device, and may be a hydraulically driven variable valve timing device (for example, a motor) as long as the system can execute VCT phase control (valve timing control) while the engine is stopped. The present invention may also be applied to a variable valve timing device in which hydraulic pressure is supplied by an electric oil pump driven by, for example.

Claims

A variable valve timing device (18) that changes a valve timing by changing a VCT phase that is a rotation phase of a camshaft (16) with respect to a crankshaft (12) of an internal combustion engine (11), and rotation of the crankshaft (12) The internal combustion engine includes a crank angle sensor (21) that outputs a crank angle signal in synchronization with the cam angle sensor and a cam angle sensor (19) that outputs a cam angle signal in synchronization with the rotation of the cam shaft (16). In the valve timing control device,
A phase calculation unit (30) that calculates an actual VCT phase based on the cam angle signal and the crank angle signal during a period in which the rotation of the internal combustion engine (11) stops;
The phase calculating unit (30) uses a crank angle signal used for calculating the actual VCT phase when the internal combustion engine (11) is rotating forward and backward, as a specific cam angle used for calculating the actual VCT phase. A variable valve timing control device for an internal combustion engine that switches to a crank angle signal at a crank angle position opposite to each other with respect to a signal input timing.
The phase calculation unit (30)
During the forward rotation of the internal combustion engine (11), the specific cam angle signal and the advanced crank angle position at the input timing of the advanced crank angle position after the input of the specific cam angle signal. The actual VCT phase is calculated based on the phase difference from the crank angle signal of
During reverse rotation of the internal combustion engine (11), the specific cam angle signal and the retarded crank angle position at the input timing of the retarded crank angle position after the input of the specific cam angle signal. 2. The variable valve timing control device for an internal combustion engine according to claim 1, wherein the actual VCT phase is calculated based on a phase difference from a crank angle signal of the internal combustion engine.
The phase calculation unit (30)
At the time of forward rotation of the internal combustion engine (11), the crank angle signal at the crank angle position on the retard side before the input of the specific cam angle signal and the specific cam angle signal at the input timing of the specific cam angle signal. Calculating the actual VCT phase based on the phase difference;
During reverse rotation of the internal combustion engine (11), the crank angle signal of the crank angle position on the advance side before the input of the specific cam angle signal and the specific cam angle signal at the input timing of the specific cam angle signal. The variable valve timing control apparatus for an internal combustion engine according to claim 1, wherein the actual VCT phase is calculated based on a phase difference.
The phase calculation unit (30)
During the positive rotation of the internal combustion engine (11), one of the rising timing and falling timing of the cam angle signal is set as the input timing of the cam angle signal,
The internal combustion engine according to any one of claims 1 to 3, wherein the other timing of the rising timing and falling timing of the cam angle signal is used as the input timing of the cam angle signal during reverse rotation of the internal combustion engine (11). Variable valve timing control device.